Electric control for brake mechanisms



May 13, 1952 M. M. MccoY ELECTRIC CONTROL FOR BRAKE MECHANISMS Filed April 2, 1946 Patented May 13, 1952 Aram* rrlc ELECTRIC CONTROL Fon BRAKE MEoHANlsMs Marion M. Mostly, Newark, N. J. Application April 2, 194e, serial No. 658,901

4 Claims.

This invention relates to fluid brakes for automobiles and/or trucks and it has as its primary object to provide a new and improved means, separate .from the brake, clutch or accelerator and completely under the control of the operator, for maintaining the brakes set whenever it is desired to preclude the vehicle lfrom moving under the force of-gravity.

At the present time trucks which are fitted with uid brakes.,` operated by air or liquid, are maintained halted on an up-grade by the operatorh'clding the brake-pedal depressed. This procedure is satisfactory in precluding the truck fromv starting to coast backward as long as the brak's are held set. The difliculty arises when the operator attempts again to vstart the truck or vehicle moving forward. I-e is required to depress the clutch-pedal while the brake-pedal is also depressed, shift the truck into gear, then hurriedly release the brake-pedal, transfer his foot onto the foot-accelerator and depress the same while the clutch-pedal is gradually being released. In the interval of time between the release of the brake-pedal and until the clutch has been engaged, the truck may have started to coast backward. This backward motion of the truck is usually arrested by the operator through the establishment of the driving power of the truck. When this occurs, the clutch, together with the motor and other elements comprising the driving connections, are subjected to excessive strains and wear.

It is another object of the present invention to provide a brake controlling mechanism useful in effectively maintaining the brakes set as long as desired, thereby preventing vehicles, which have been brought to rest on a hill, from starting to coast backward or forward during the interval of time between the removal of the operators foot Afrom the brake-pedal and the initiation of the power drive of the,v vehicle under the influence of the foot-controlled accelerator.

Still another object of the present invention is to provide a brake controlling device which is entirely under control of the operator, and which consequently can be actuated only when needed and by a motion which will not be awkward or unnatural.

A further object of the present invention is to provide a unitary assembly of the class described Which is capable of being incorporated in existing lfluid brake systems with a minimum of modication.

Other objects and advantages will be in part indicated in the following description and in part rendered apparent therefrom in connection withthe drawings depicting a preferred typical construction, which have been annexed as a part of this disclosure and in which:

Fig. 1 represents a longitudinal sectional View of my improved electric control unit, showing the solenoid-actuated check-valve closed, thereby to maintain the brakes locked in set-position.

Fig. 2 is a View similar to Fig. 1, but with the solenoid de-energized whereby the by-pass is opened to permit the return ow of thefluid from the brakes.

Fig. 3 represents a transverse vertical sectional view taken substantially along theA line 3-3,

Fig. 1.

Fig. l is a View illustrating the manner in which the solenoid and `the`c`ontrol switch on the usual gear-shift lever can be connected in series with a source of power so that' the solenoid can be selectively energi'zedor de-energized.

Referring more specically 'to the drawings, the invention is disclosed as embodied in a unit adapted to be incorporated in'a fluid brake system and provides manually controlled means for preventing return w 1 of thev brake-actuating fluid from the individual'brakelactuating cylinders whenever it is desired to maintain the brakes in their set or wheel-locking position. This has been eifected by embodying inthe brake-conduit system, intermediate the foot-pedal controlled pressure'nieans" and the individual brakeactuating cylinders, a 'solenoid-controlled checkvalve which, when in' its opp' or solenoid deenergized position permits forward and reverse flow of fluid through' the systemJ for actuating and releasing'the brakes by the usual action on the'brake-pedal. `In the closed or solenoid energized position of the check-valve the fluid may ow forwardly through the system to vset the brakes but its return ow to Vrelease the brakes is obstructed.

As shown in the'drawings, the unit comprises a check-valve l 0 and an electric solenoid Il. The check-valve includes a' housing I`2 connected to the discharge'end of the foot-pedal controlled pressure line by a"threaded nipple I3. The nipple or fluid inletpipe connects' with a vertical inlet port i4, the lower end of which opens into a central cylindrical cavity I5 provided in the housing l2. Communicating with the central cavity l5 are a plurality of uid'outletjports IS, Il and I8. These outlet ports have threaded into them outlet conduits I9, 20 and 2i, respectively,

which conduits are connected one tothe front one to the trailer brakes in the event the truck is of the trailer type.

Disposed within the central cavity I5 adjacent the lower end of the inlet port I4 is a washer-like valve-seat 22, preferably of neoprene, having a central opening 23 which, at certain times, is adapted to be closed by a steel ball 24 of a one-way-acting valve. The steelball 24`is normally spring-biased. upwardlyA` into contact" with the neoprene valve-seat 22 by a coil-spring 25 having its lower end located in a. bore 26 formed in a plug 21 threaded into the lower end of the housing I2. Theupper endportion of the plug 21 is preferably formedzias a sleeve 28 extending into the central cavity I5 of the housing I2, the upper end` vof the sleeve 28 being anged as at 29, therebyA to 'substantially engage the neoprene valve-seat 22 and maintain it in proper position at the'upp'er end of the cavity l5. The side walls 28 of the sleeved plug .2.1 are' provided with. radial ports Sill and 315 to permit the brake-actuating `fluid to flow between the Vinletzport Hand each of the outlet ports with little impedance.

Formed in the housing' I2, preferably at a point. substantially opposite to `the outlet port 'I8,'is1a vby-passport 32^merging at its outer end intoca' Valve-seat 33 disposed in a valve-cavity 34. Communicating with; the valve-cavity 34 is a 'vertical by-pass ductY 35 closed at itsupper end 'by alscrew-plug 36 and intersected .intermediate its ends by a horizontal by--pass duct '311 closed at its 'oirterf by a screw-.plug 38. .'I-'h'e horizontal by-passyduct 31. connectswith the uid inlet port I4. Cooperating with the valve-'seat 33 isi a valve-washer 39f carried. on ithezinner endet.' a valve=stem40flater to .be .defscribed.V

With 'the above description'. in mind, itzwill be understood "that when vthe parts are in 'the position shown in Fig. '11,:uid1 is admitted under :pressure veffected 'bythe actuation ofthe brakepedali through the inlet pipe `I3 into' thev inlet port I4.- VWhen the' pressure of the fluid exneedsV the pressure exerted "bythe coil-spring 2 5, thefball-valve 24 opens and permits the passage 'ofiidthrough the radial ports 3B land' 3|: into thecentralY cavity I5 and thence out through veach of the outlet conduits. I9, 20 and 2l into the usual individual brake-actuating cylinders. When the brake-pedal is' released; thereby effecting a release ofY the pressureV in the inlet port I4.' .the bagivalve resets` itself against; the neoprene seat, i us eectively locking the fluid in. the' brake-actuating cylinders. In other words the brakes are maintained set. When it is desired to release the brakes, the valvewasher 39 is caused to moveto open Aposition as shown in Fig. 2; When this occurs the fluid byp'ass, `which includes the port 32, the valvecavity 34 and the ducts 35 and 31', is opened, thus permitting the instant returnof the fluid from the Abrake-actuating cylinders to and back through the inlet pressure pipe I3.

The electric solenoid which is used to control the valv'eewasher 39 comprises van inner sleeve member 4-I having integral therewith an end-'flange 42 formed with an `externally threaded extension 63. Threaded upon the extension 4."l.isy a closure-cap 44. Interposed between the inner 'face of the closure-cap 44 and the end of the extension 113v is ya gasket preferably in the form of a resilient ring I5v `consisting of neoprene. Press-fitted into the end` of the sleeve 4I remote from thejange 42 'is a bushing 46 formed with a reduced portion 41 adapted to extend through the center hole of an endflange disk 23. The exposed end of the reduced portion 41 of the bushing 46 is preferably spun over to rivet the end-iiange 48A in place,y thus forming with the sleeve 4I and flange 42 a casing within which is wound a conventional wire coil indicated. as 59. One end of the wire forming thefcoilLAQ is soldered; :as/lat 50, to the Sinnerv -sleeve 4I. and the` ntherf'en'd. is. fastened to a binding post 5I providedina cylindrical covering shell 52 secured by screws 53 to the .end-.anges/-42 and 48. Attached to the coveri`ng".shell"52 as by spot-welding, is a supporting bracket 54% which can be fastened preferably to thechassis C (Fig. e) of the vehicle.

As-shown-inhigs. 1 and 2,'the spun end or' the reduced portion 41 of the bushing 46 is sized. to slidingly i'lt the valve-cavity 34 in. the check-valve housing [12. This -arrangement effectively alines thercheek--valve housing I2 gwith the-solenoid -andfacilitates the proper assembly of-these units. As will be seen in. Figs. 1 :and 3, the housing I21 is secured to the end-iiange 48 preferably by four through-bolts 55 threaded into the. end-flange 48.. To eff-ect a, -uid-tight seal between the housing I2 :and the vvend-flange 48, I have provided a ring-gasket 56,.preferably of neoprene, disposed inY a circular groove formed in `the-face of thehousing I2.

The valve-washer .3.9 is` carried .on the -exposed outer endof. the. stem which: is endwise .slidable Yin the. ybushing *45. Surrounding the stem. at its .inner end. .is a coil-spring 151 .acting 'betweenla shoulder on thefbushing-.and thezheadflr of tlfierstem -4I1, whereby' the. valvewasher -.39 is. normally `spring.-biased .away from the valve-seat 33 in` the .manner shown in Eig. 2. 'IIo.. force. the 'valve-washer .3.5iv Aagainst/the valve-seat33-, thereby' Ito close. .theaflu'idby-,12121.55l thereisslidably dispo'sedin the-solenoid-casingsleeve l4I. va Vsuitable 'cylindrical core-element` 59. Journaled :for endwise. movement' in the coreelement `59 .is a plunger 6I): biased toward the inner end 4ofthe core-elementby a. coil-spring 6.I acting between. a 4shoulder on. the core-element-and theangedlhead.62.of the-,plunger 60. The enclwise .movement of the plunger eiected by the` coil-spring- `Slis-limited by a Washer 63 secured on the .plunger V6l) by .a short `screwstud l6I! threaded into said plunger.. The valvestem 4i) is rified, as at 65, and provided-with .a radial hole YE opening into Lthe periphery of the valve-stem,. while the lplunger r59- is. ried, as at 61, whichrifling extends `axially through the screw-stud 64. The purpose Aoi the -riing will be explained later.

Referring lto Fig. .4, it lwill be seen that the solenoid Il, which is grounded to the.V chassis C, isV connected/1in series with a source of electrical power B andwith a manually-controlled switch S substituted for the usual knob: on vthegear-shift lever L; To Vindicate when theeswitchV :S is on. there is preferably provided within the. knob a light bulbr (not shown) connected so that itis lighted when vthe solenoid is energized. The light bulb is adaptedto shine through a reiiector R in the top of the gear-shift knob to provide a signal for. the operator.

Operation Assuming, that. the component parts ofV my improved electric control have been assembled as shown in the drawingsand that the control has been incorporated in a ii'uid brake. system, `such for example as a conventional air brake system,

5 the-` ope'ration 1s' as fouows; With theswiich s openginwhich case the solenoid is deenergized andthe component parts of the electric control are inthe positions shown in Fig. 2 of the drawingsgjthe' operator may depress and release the brake-pedal thereby applying and releasing the brakes at will, the air flowing outwardly through the inlet pipe I3, past the one-wayball-valve 24 into the cavity I5 and thence through the ports |6,'|'I and I8 into the outlet conduits I9, 29 and 2l and returning through the same outlet vconduits and ports into the cavity I5 and through the by-pass port 32 and ducts 35 and 31 into the inletvpipe I3.

Now should the operator desire to apply the brakes and have them hold without maintaining 39 carried thereby engages the valve-seat 33,

effectively closing the fluid Icy-,pass passageway.

Theforce exerted on the core-element 59 by the solenoid is quite suiicient to cause the core-element to move into abutting contact with the end of the bushing 46, as shown in Fig. 1. This abutting contact of the core-element 59 and bushing 46 causes a compression of the stronger coilof the valve-stem 40 tending to firmly seat the valve-washer 39 against its seat 33.

With the fluid by-pass thus eiectively closed, it willbe appreciated that when the brake-pedal is depressed air is admitted under pressure through the inlet pipe I3 and port I4 and that when the pressure exceeds the pressure exerted by the coil-spring 25, the ball-valve 24 opens and permits the passage of air through the radial ports 39 and 3| into the central cavity I5 and thence out through each of the outlet conduits I9, and 2l into the usual brake-actuating cylinders. When the brake-pedal is released, thereby eecting a release of the pressure in the inlet port I4, the ball-valve 24 resets itself against the neoprene seat 22. With the ball-valve 24 closed and the by-pass valve closed, the air is locked in the brake-actuating cylinders and the brakes are thereby maintained set. It will be observed in Fig. 1 that when the fluid is under pressure in the inlet port Ill, the iluid will flow reversely through the by-pass ducts 3'! and 35 and into the radial hole 35 and bore 65 of the valve-stem 49, thence through the bore 61 of the plunger 60 into the space behind the coreelement 59, thus assisting the solenoid in maintaining the valve-washer 39 in contact with its seat 33.

When it is desired to release the brakes, the operator need only open the switch S, thereby to deenergize the solenoid and permit the valve- Washer 39, under the action of the coil-spring 51, to snap to open position, shown in Fig. 2. With the by-pass thus opened the fluid can flow back from the brake-actuating cylinders through the port 32, valve-cavity 34 and ducts 35 and 31 into the inlet pressure pipe I3. The bore 6l in the plunger 60 and the bore y55 and hole 65 in the valve-stem 49 prevents the formation of an airpocket between the end of the core-'element 59 and the closure-cap 44. Thus the core-element 59 is free to quickly move into retracted' position under the iniiuence of the Atwo coil-#springsrv and 6| when the solenoid is de-energized.

From the foregoing it will be perceived that I.

this invention has provided --a new and improved brake-locking mechanism which is wholly under the control of the operator; which will entirely relieve the operator of all strain and effort in holding the vehicle against coasting; which vwill relieve the vehicle of excessive starting shocks;

and which can be rendered effective by merely".

closing-a switch anytime/before or during the depressing of the brake-pedal. v

Having thus set forth the-natureofvthein- .VJ-v

vention, what I claim herein is:

1. A control unit for a -iiuid brakesystem hav-- ing a pressure-producing' means and uid actuated brakes, comprising a housing having an inletv adapted to be conne'ctedlwith a pressureproducing means and an outlet adapted to be conf nected with brakes, a cavity connecting said inlet and outlet, a one-way-acting check-valvein Said cavity, a by-pass from said outlet to said inlet to permit return flow of iiuid through said 1 housing, a sleeve element, a control-valve embodied in said by-pass, comprising a valve-Seat, a valve-member movable against said valve-seat to prevent the return iiow of iiuid through the I by-pass and movable away from said valve-seat to open said by-pass, resilient means for moving said valve-member away from said valve-seat, and second means for moving said valve-member against said valveseat,said second means ini cluding a core movablev in said sleeve, a magnetic coil surrounding said sleeve and adapted when energized to cause said core to move in valve-closing direction, and resilient means carried by said core for engaging said ,valve-member whereby said valve-member is yieldingly held in contact with said valve-seat.

2. A control unit for a uid brake system having -a pressure-producing means and fluid actuated brakes, comprising a housing having an inlet adapted to be connected with a pressureproducing means and an outlet adapted to be connected with brakes, a cavity connecting said inlet and outlet, a one-Way-acting check-valve in said cavity, a by-pass from said outlet to said inlet to permit return flow of iiuid through said housing, a sleeve element, a control-valve embodied in said by-pass, comprising a valve-seat, a valve-member movable against said valve-seat to prevent the return flow of fluid through the by-pass and movable away from said valve-seat to open said by-pass, resilient means for moving said valve-member away from said valveseat, and second means for moving said valvemember against said valve-seat, said second means including a core movable in said sleeve, a magnetic coil surrounding said sleeve and adapted when energized to cause said core to move in valve-closing direction, a plunger slidably journaled in said core and disposed to engage said valve-member, an abutment on said plunger, and a spring bearing at one end on said core and at its other end on said abutment.

3. A control unit of the class described cornprising, a housing having an inlet and at least one outlet, a one-way-acting valve disposed between said inlet and outlet permitting flow of fluid from said inlet to said outlet, a by-pass from said outlet to said inlet to permit return flow of fluid through said housing, a sleeve ele- -fmermfa bushingj'fxed ing-said; sleeve..` a.; control.-

valve-. 'embodied in: said. lay-pass comprising, a valve-seat, .ap valve-member havinggavalvstem Eslidably;-In'ounted ,inxsaid'buslgiingaV an abutment formed onzrsaid'i valve-rneinher,N afsprring bearing atffoneendf on Vsajid 'valve-member,ahutxnent'and 'lat'.its'otlenendjv on. said bushing: fon normally urging; saidA valvef-member away-from saidvalveseatandimeansfadaptedrforovercomingtheforce 7:6f1said` spring and moving, said valve-member. into contanti Withvs'aid valve--seatA tor prevent the re.- turnzowfo'f Vfindfthroi-igli. the by-pasasaid means including a :'oorer-movablejin said sleeve, a. mem.- ber-slidabla in said coraz and disposed alinement with said valve-stem, an; abutment formed on saidV membergfa:y sprl-ng bearing-at; one..l end on said last-named abutment'andgatfits. otherl end against` saidfcore', and a.: magnetic coil surroundingsaid sleevev and adaptedgwhen: energized, to

nauseinsaid coreto move; in. a directionfto, shift ment, a. control-valve embodied in said by-pass comprising, a.va1vefseata valvefmember having a valve-stern` s liialoly,supported.v in,Y said sleeveJA a o ore moyablefin s aidsleejlea membeii slidable said eore, land disposed, inV a1inernent with said valverstern, a magnetig;v eo, 1. fS1 1rrQndnef k'sind sleeveand adaptedwhen. energized to.. causesaid core, to.. mQve, in a direction to shiftthevalyemember into. 'contant with 'said valvef-seat, and

a.y fluid passageway extending. lengthwiseA 'ofj said valve-stemy andv said. member and providedl for eliminating auid lock. preventing mQvement of said core. ,l

i MARION M. MQCQY- REFERENCES VCITED, Theyfollowing; references. are 'Off ijeoorld.. in.; the

'nie of, this.i patent; 

